Ship&#39;s overside elevator



July 1, 1958 J. LAMB 2,841,246

SHIP'S OVERSIDE ELEVATOR Filed July 22. 1954 e sheets-sheet 1 HIS ATTORNEY July 1, 1958 J. LAMB 2,841,246

SI-IIP'S OVERSIDE ELEVATOR Filed July 22, 1954 6 SheeeS-Sheei'l 2 INVENTOR'. FIG, 2 JOHN LAMB Y BY HIS ATTOQ N EY J. LAMB SHIPS OVERSIDE ELEVATOR July 1, 1958 Filed July 22, 1954 6 Sheets-Sheet 3 Pl. llll .III lllllnI-h" "Il l" IIb rll

' INVENTOR 2 JHN LMB BY" 10W/(wm HS TTORNEY `July l, 1958 I J, LAMB 2,841,246

SHIPS OVERSIDE ELEVATOR Filed July 22, 1954 6 Sheets-Shea'cl 4 BY t M7/Wm m5 ATTORNEY July 1, 1958 J. LAMB 2,841,246

SHIP'S OVERSIDE ELEVATOR Filed July 22, 1954 6 Sheets-Sheet 5 :BuovANr L) mvENToR'- JoHN LAMB H S AT TORNEY 4July 1, 1958 J. LAMB 2,841,246

SHIPS OVERSIDE ELEVATOR Filed July 22, 1954 6 Sheets-Sheet 6 INVENTR1 JOHN LAMB BY: M/M

HIS ATTORNEY di Patented July 1, 1958 Ss ovansrnn nLEvAroR .lohn Lamb, Great 5*. Helens, London, England, assigner to Shell Development Company, New York, N. Y., a corporation of Delaware Application July 22, i954, Serial No. 445,079

Claims priority, application Great Britain July 27, 1953 1 Claim. (Cl. 187-6) This invention relates to a ships overside elevator, hoist, or lift, and to a ship provided with such a device whereby access to or from a ships deck can be provided without the usual companion ladder or gangvvay; the invention further relates to a control for such an elevator. The elevator car or hoist, hereinafter referred to as car for the sake of brevity, is of the type provided with running Wheels which, during the operation of the car, are in contact with the sbips side. A ships overside elevator has certain advantages, for example, it requires much less deck space when stowed, over methods of access such as a gangway or companion ladder.

Elevators or hoists for providing access to ships decks have been previously proposed, and in these previous proposals the problem of keeping the running Wheels of the car in a predetermined position relative to the side of the ship has been solved -by providing rigid guides for these wheels down the side of the ship. Such guides are disadvantageous since, if permanently in position, theyincrease the resistance of the hull to movement through the water and they are liable to damage by crushing against a quayside; if only temporarily in position, their rigging and securing in position are inconveniently laborious. Y

It is an object to provide a ships overside elevator that has running wheels adapted to run against the ships side or hull without special guides, while being urged against the ships side so that there will be no tendency for the car to sway.

A further object is to provide an improved elevator car comprising a chassis carrying the running wheels that bear against the ships hull, a support structure for attachment by a suspension cable, a car body adapted for occupancy by passengers and carried, e. g., in fixed relation to the support structure or to the chassis, and a linkage interconnecting the chassis and the said support structure and arranged to increase the distance between said support structure and the chassis, so that the support structure is pushed away from the hull of the ship to a distance that increases as the car descends, whereby the said suspension cable always exerts a horizontal component urging the running wheels against the ships side.

Still another object is to provide an improved control device whereby the movement of the car can be controlled by the occupants of the car and/or controlled automatically by the approach of the car to some obstruction, such as a solid body or a liquid body.

In summary, according to the present invention there is provided a ship having an overside elevator car suspended along side the hull by suspension cable means including an inclined, primary cable, and having at least three running wheels mounted on one side of the car on aV chassis in a pattern corresponding to apices of a polygon, e. g., a triangle or rectangle, whereby the wheels determine the inclination of the chassis to the hull upon con tact with the sbips side, the car having a movable support structure for attachment to said inclined cable, a variable-'length linkage interconnecting said supportstructure and the chassis, and a mechanism actuated by the suspension cable means for increasing the efective length of said linkage as the car descends, so that the part of the inclined cable between said support structure and the point of support on the ship (e. g., a pulley, drum or the like) is maintained at an inclination to the vertical, with the upper end of such part inboard with respect to the lower end, so that the said cable provides a component of tension that urges the car in an inboard direction and presses the running wheels against the ships side. By this arrangement the car Vcan be operated without guide tracks on the side of the ship.

In the preferred embodiment to be described the car includes an enclosed body for passengers and the said car body is movable with respect to the chassis, the said support structure being mounted in fixed relation to the car body. Moreover, the said support structure comprises a pair of pulleys, mounted coaxia'lly on opposite sides of thecar body, and these pulleys, by their rotation, drive the mechanism for altering the length of the said linkage. Finally, the said linkage comprises an articulated strut that is retractable and foldable within a housing on the car and is forced outwards upon rotation of the said pulley. However, the invention in its broadest aspects is not limited to any of these three features, the only necessary displacement outward from the hull 'being that of the said support structure. One may power the linkage by other cable means, e. g., by a secondary cable connected to the chassis as described below other suitable linkage arrangements may be employed. Whatever the type of linl'. e used, it is preferably duplicated so that there is one rinkage on each side of the car. The advantages of the preferred arrangement are that it provides a car that is reiiable in its operation and requires the minimum of stowage space when out of use. Y

The outward movement of the movable support structure from the chassis, which structure is the point at which the primary `cable acts on the car, involves a shift of the center of gravity of the car as a whole and this could be counteracted by balance Weights in a car having ony a single suspension cable (or a pair of primary cables ccn- Anected to the said support structure); however, it was Vthe rimar or the seconda cable ma ass over a pulley and actuate the linkage.

The linkage according to the invention is preferably constituted by an articulated strut comprising a plurality of links that are substantially rectangular in proiile a d are connected by articulated joints of a suitable type, n as pivot pins situated at the ends of the longer sides of the links. Such a linkage can iieX freely in the direction causing the shorter sides of adjacent links to separate out any tendency to flex in the opposite direction is r by abutment of the ends of the links near the said s otter sides. Such a linkage, if guided or held in an arc with the said longer sides of the links on the convex or outer vide of the arc, is able to resist compressive stress without danger of buckling, and assumes the shape of a shallow arc with the said shorter sides of the links pressed against each other and the longer sides of the links in tension.

A linkage'of this type is advantageous because it can be folded and retracted in such a manner that it forms no appreciable projection from the car and, therefore, facili- ".tates stowage of the car on deck. By providing teeth on VshownfinrFigure 4; 'Y Y e 1 Y -Figureis afdia'grammatic view, on a reducedV scale,

showingfthecar in relation to a ship;V

ln the apparatus according to the invention, the'wheels prevented by discontinuities in. the hull, Vwithout, thein.-

Y terpositionvof permanent or temporary guides. If,.ho`w

Y runV on -'the Yside .of `the ship'itsel'insofar as this is notY Y ever, there areV oneor more discontinuities .infthe path Y of travel of the cardue, for example, to intervening open decks orto the location yof the Vships superstructurefi inboard from the hull line, such discontinuities are bridged by tracks which may take the form of guides,

' affixed flush ,to the ships side for supporting the car wheels asV they pass over Vthe said discontinuities. It isV preferred to provide the wheels with tires of rubber or the like as'these notronly promote smoothness of trun- Y ning but also obviateV damage tothe paint on the ship's side and prevent sparking, which mayY be dangerous when inflammable liquids 'are being handled on' ornear the ship.V *Y L YThe car, when not in use, is preferably stowed 'Von vthe' ships deck. The carmay Vbe launched from the deck by Vany method or apparatus, usually froma deck other Vthan that used to enter the car. The drawings hereof will show elemnts of a Vlaunching apparatus that is described more completely/,and claimed in my copendmg applicationSerial No. 445,077, led concurrently here-V with.

The pulley or drumvfrom which the cable issuspended may be xeddirectly on the horizontal shaft'of a winch motor, but it is generally preferred to locate the Vwinch on one of the ships decks, usually that next above the decl; tok and from which the car operates. In that case,

pulleys are provided Vfor guidingV the cable from thesus- Y' pending pulleyv to the winch,. Y v The present invention also includes the'provision of means whereby the operation ofthe car may be con trolled by the occupants thereof and also means Where by the downward travel YofV the Vcar Vcan Vbe controlled automatically. Y This meansincludes a lanyard Vsuspended from1the ship and'there connectedto a cut-oh? ,device for controlling fthe operation of the winchv andfcable brake, the Vmovement of the lanyard relative to VVthe car being normally free but'capable/of beingchecked by a locking deviceY thatl can be operated 4manually.V The Cil system further includes. fa sensing or stopme'mber capas;

ble' Yofvmoven'lentin relationto the car and connected to actuatethe said locking device bysuch movement upon engaging anobstruction, such asa'solidvSurface Orr.` Va'water surface. TjV ,Y

' Having thus described the invention generally, refv erence is Ymade vtothe Vaccompanying*drawings whichA form a part'of this specicationand show, by way of example,V one preferred embodiment, in,wh1ch:l p

Figure l is a side elevation of an elevator car accord- Yin'chain'lines; Y .i Y. ,.m Figure 2 is a front elevation ofthe'rcarjin-FigureiL;. viewedifrom theoutboardk direction, parfsof Ythe Ytanker' i ship Vbeingshown in side elevation;VV Y,

Figure 3 is a front elevation of thecar {on K an enlarged 1 lscaleVVV viewed from the Voutboard direction, parts ,ofY fthe] K ing to the'invention inrits operative position' but shown f linkage and the housing therefor being in section and "the housing :being omitted from the left'side fort clarity;. Figure 4Vis Va side elevation ofthe Vcarwith'certaindetail not showi'rinFigurev 1,. onrthe same scale asligure;1

" :Figure 4a is a'side'elevationrof a partofrtheli-nka'ge l ian lend'thereo. onthe deckA; The Vcar 1,1011 its side. v Y With'the wheelsY 131owermost,'can then beV rolled ontlie Y Y Figure 6 is a diagrammatic side elevation of the car Y kshowing' a preferred arrangement of the lanyard andV control system; v y

Figure 7 is an enlarged sectional elevation of the locking device used in the control system; and

Figure S is a sectional elevation of a drum at theV bot-Y tom of the car body for accommodating the lanyard.

Figures l, 2 and 5 of the drawing show a part ofa tanker ship having open decks A andfB, of which the former is used to stow and launch the elevator car 1 and for the Winches (not shown) f andtheV latter is used as the point of ingress and egress, being the highest deck to which the car moves in normal operation.` The car is` suspended by suspension cables that include inclined, primary cables 2. Preferably there.V are two primary cables 2, situated 'one on each side of the car andhaving their xed endsV anchored to the shipe. g.,V at anchorages 3 carried on a tiltable launching platform 4; these cables;

frame 8 that is rigidly mounted.- The pulley,V wheels,V Y

together with the mounting therefor, to be described, con stitute the movable support` structure by which the `vcar is supported by the inclined suspensionY cable. Y f

As is shown'more clearly in the chain line PQsi'tion Vin Figure l, the elevator car 1 comprises an open top body adapted to accommodate passengers, and'a chassis 12 on-` 11, mounted Yin fixed relation toY therpulleywheels 9 and which are mounted four running wheels V1%V arrangedat two levels, the car body andV chassis beinginterconnected by a variable-length linkage 27.' Aswill be kappreciated V from the YYdescription set out below, the car body/ '11 may` move inV relation to the chassis'lZ' to vary the horizontal z interval; this is evident from a'cornparison'of the vsolid and chain line views of the :car in'Figures land 5'.VV YIt, Y g may be noted that the expression movable support struc-V ture denotes that the parts engaged by the inclined sus-V 1 Vpension cables, e. g., Vthe outboard rimsY of the1piilley wheels 9," are movable in inboard an gdoutbo'ard Vdirec-YV tions relatively to'thechassis. The body k1,1 rmayjhave j Y aVY panel-11a that isY hinged at V11b (Fig..3) andcan be swung onto the deck B to.V serve as a gangY plank? as shown Y' Y in chain linesV in Figures l. VThe running wlrleelsl vlgen-vV havejangesyas shown, to guide the wheels,Y

as shown; this cable 'passesover and underjpulleys V6a and 7a,rmounted coaxially with the pulleyfs 16 and7 By arranging for the primary cables 2 'to pass overaV Winch drum or drums having twice the'diameter of the drum overwhich the secondary cable 14 passes,.a single -Y winchl maybe arranged to operateV thecar.Y This arrangement and the control Yof 'this `winch,fapartv fromV the contr-ol lanyard and ,cut-olf device@disclosedbelow,A Y form no part of thepresent invention and do not ,requireY V illustration or further description herein.

in Vthe frame 8 for rotation .ofthe platformV on a horizonl Vtal axissituated neary the shipsjside somewhat abovethe bottom of the platform, sothat thelatter, kw'henein tlie V Yraised position shown, has` the outboard face thereoffsubr-- I Y' srtantially in alignment with theV shipsvsidefhe plat-VV f form is normally locked in the raised'p'ositi'cn by a'latch Y The Vlaunching,platform 4 is pivoted'on'pins 5V carried,

y10, but maybe swunginboard to alowerfpositionfwith'i deck and onto the lowered launching platform. The platform and car carry securing means V(not shown) for fastening the car to the platform so as to support the car while the platform is swung to the raised position and while the suspension cables are attached. The platform and securing means do not form a part of the instant invention and do not require further description herein.

Turning now to Figure 3, the chassis l2. is formed as a framework having two upright, laterally spaced tubular members l5, which are rigidly secured to a lower, transverse member i6, and an extensible section having a pair of rods i7 mounted for sliding movement within the members l and united at the top by a transverse beam 18, to which the secondary suspension cable 14 is attached by a shackle 19. The lower ends of the rods have enlarged heads 17a that limit the outward sliding movement by engagement with caps lSa that are xed to the upper extremities of the tubular members. The chassis has, therefore, a telescopic unit at each side thereof. The telescopic nature of the chassis is primarily of importance in permitting the overall dimensions of the car to be reduced for convenient stowage of the car on deck. The beam i8 may further carry a caster wheel 2i) which is mounted at the midpoint of the beam by a screw mechanism that is extended and retracted Iby a 'f handwheel 21. The caster is shown in extended position in Figure l and retracted in Figure 4. When the slides are retracted within the members and the caster wheel is extended, the car may be moved on its side about the deck with the running Wheels nearest the caster wheel raised from the deck; by operating the handwheel 2l the caster wheel can be retracted to permit all running wheels to engage the deck or ships side. The caster wheel is primarily of importance for rolling the car on its side during launching and stowage. The caster wheel and the telescopic nature of the chassis are not essential to the present invention. It is only to be noted that the point of attachment of the cable 14 should be as high as feasible above the center of gravity of the car. Auxiliary wheels 22 may be mounted on spindles at the ends of the beam 18 to prevent the beams from scufring the ships side.

Each pulley wheel 9 is mounted on and keyed to a separate stub shaft 23 carried in bearings 24 and 25, which are mounted in xed relation to the car body il. These stub shafts are advantageously situated on a common axis that lies outboard from the center of gravity of the car body, as shown. These pulley wheels rotate as the car moves up and down and hence constitute cable-actuated rotatable drive elements for the variable-length linkage to be described. A spur gear or pinion 26 is fixed nonrotatably to each stub shaft 23 between the bearings 24 and 25 for rotation with the pulley wheel 9. Each spur gear 26 engages a separate articulated toothed rack that constitutes the variable-length linkage and is indicated generally by the reference 27, Figures l, 3, 4, 4a and 5. Each of these linkages is guided as shown in Figure 3 by shoulders 2B and 29 formed on the shaft 23 and also by a horizontal plate 30 disposed in spaced relation beneath the shaft 23; it is further guided by rollers 3l and 32 mounted on the car body (Figure 4).

Each linkage 27 comprises a long, horizontal primary link 33 which is pivotally connected at 34 to a pair of bracket plates 12a that are fixed to the upright member 15 of the chassis, and also a plurality of shorter, secondary links 35 of substantially rectangular profiles, with one longitudinal side longer than the other. Each link has an articulated connection with its neighbor; thus, these links may be connected to one another and to the primary link by pivot pins 36 situated near the longer sides of the F links. The shorter sides of the links carry teeth that mesh with the spur gear 26 and the ends of the links are adapted to abut one another at the shorter sides. The links are thereby able to pivot with respect to each other in the direction tending to separate the said shorter sides astra-te but folding in the opposite direction is prevented after,

the said ends move into abutment. The car carries a convolute channel or housing which includes inner and outer guide plates 37 and 3S and may include straight traverses joined by arcs, as shown. The housing is shaped to accommodate the linkage in the folded and retracted position shown in Figure 4. The upper leg of the housing is open towards the chassis to permit the primary link to protrude. A similar housing is provided at the opposite side of the car for the other linkage. It will be noted that by folding and retracting within the convolute channels the linkages 27 form no appreciable projection from the sides of the car. Moreover, the projection formed toward the outboard side (at theV righthand side of Figure 4) by the housing extends in an upward direction when the car is stowed on deck with the running wheels downward, and hence occupies no extra deck space; this projection is small and so does not prevent stowage lbetween decks.

As the elevator car descends from the uppermosty position shown in full lines in Figures l and 5, the pulley wheels 9 rotated and, with them, the spur gears 26. The engagement of the latter with the teeth on the linkages 27 causes the axes of the pulley wheels 9 to move outboard from the chassis 12, thereby increasing the effective length of the linkage. It is evident that the movable support structure or point of action of the inclined cable 2 is thereby moved outboard, to the right-hand as viewed in Figure 4. The car body 1l, on which the pulley wheels are mounted, is likewise pushed outboard. After the primary links have passed the pinion 26 they are followed by the adjacent and subsequent secondary links 35. While the linkage is thus projected from the housing on the car body, the rollers 3l and 32 insure that the nboard portion of the linkage (nearer the chassis 12) is urged downward, this action being promoted by the location of the cable support structure or pulley wheels 9 outboard from the center of gravity of the car body, as shown. The resulting slight upward movement or the outboard end of each linkage biases the linkages to form rigid shallow arcs that are downwardly convex; they thereby form strut members between the pivotal connections 34 and the shafts of the pulley wheels. The slight downward arc insures that the struts are stable against buckling The intermediate part of the strut cannot move downward in relation to the ends of the strut because this would requre a folding action in the direction prevented by the abutments between the ends of the links.

In this manner the body Ill of the car moves away from the ships side 39 (or bridging channels 41) and maintains the inclination to the vertical of the primary suspension cables 2, whereby there is Vprovided an adequate component of cable tension to urge the running wheels i3 into Contact with the ships side (or channels).

it may be noted, by way of example, that the outer rims of the pulleys 9 should move to a position approximately 9 feet, 6 inches, away from the side of the ship when the elevator car has travelled 30 feet down from its uppermost position, while at the uppermost position of the car this outboard distance may be approximately 2 feet, 9 inches.

When the car is raised the pulley wheels 9 and pinions 26 rotate in the opposite directions, retracting the linkages 27 and decreasing the outboard distance of the pulley wheels 9 from the ships side.

it will be appreciated from the foregoing that the linkages 27 and the operating pulley wheels with their pinions 26, which constitute the cable-actuated rotatable drive element and the mechanism for operating the linkages, respectively, could equally weil be mounted on the chassis l2, with pivotal connections of the outboard ends of the linkages to the movable support structure and car body il by a simple reversal of parts. In this case the movabe support structure could take the form of pulleys or simply of shackles for engagement with the Vthat the outward movement of the body proportional to the distancetof descent, so that when thek rfair leads ed Yand e? in close'proximity to the'abu plate 64. Thersegment has serrations that are situated at progressively increasingrdistances from the axis inclined cables 2, fand a housing for retraction and folding ofthe linkage can be mountedY on the chassis The linkages27 described above .have the advantage Y ii is directly shipsYV side `is of uniform slope, the inclination' to the vertical of the primary cables 2 is maintained substantially constant. This proportionality ofmovernent Vis not, however, essential and otherlinliages which do not provide Suclr'proportio'nality to a high degree may be used.Y Thus, YVthe rotation of the pulleys 9 may be used to turn an arm 'having'a pivotal connection with atsecond arm which 1s,V Y

in turn, pivotallyconnected to the chassis l2.,

Considering nexrthe control system, the car is provided with a relatively movable stop memberY situated belowtth'e' car, and with a lanyard arranged :to operate a movable' cut-oilD memberonthe ship which Ycontrols the operation of the winch or the like usedto lower the car,tthis lanyard passingrthrough a releasable locA =g device on the car and having-one end secured tothe ship,

the arrangement beingsuch that, when ther car is'moving Y normally,Y the locking device is open and the car moves in relation Vto the lanyard passing through the locking device,f"and 'alsoY that upon the'occurrenceof rela 've movement betweenthe stop member and the car, the loci-V VingV device is actuated to lock the lanyard in Yrelationrto the car so that, Ywith further downward movementgof the cara the cut-oli Vmember isl operated to stopthe car; Y

T he free end of the anyard, that is to say, the end not attached to the ship, is preferably wound upon a takeupdevice suchras a spring-controlled drum which maybe situatedY either on the car or on'the ship; such a device can, however, be omitted by permitting the free end of the lanyard to hangbeneath the car. t

The control system is illustrated in Figures 6 8, Where:

in the parts ofthe car are indicated diagrammatically. he car is suspended and'operated as described above in connection with Figures l-z and is provided additionally with a lanyard Si) and Sila, a releasable locking device 52 through which this lanyard passes, and a stop member 53 connected tothe releasable locking device 52 by a line 73; but the last two partsiare omitted from Figures l-5. t Y t The lanyard is, for Yconvenience in tti/aparts joined by a Ycoupling `linl;

5l. The upper part Si? has the end thereof secured tothelsl'iipsV struc-Y rigging, made ofY ture by an anchorage S4 andpasses thence under a lower pulley 5S, over an upper pulley Vand downward tolY ward the car. The vlower* part passes through tbe releasable locking device 52 on the' car, under the'idler pulley 57V mounted on the car, and ontoaspringcontiolled drum 58 mounted beneathrthe car tor-rotation on a vertical axis. The pulley 56 is cari, cut-0E member or arm' 59 that is urged upwardly by a spring 6&1 This'arrn operJtesa combined switch and Ybrake (not shown) on the winch which operates'the car ed bya pivoted i and is soy arranged thatV downward Vmovement of theV VThe pulley is move up and'down arm immediately'tstops the winch, carried by atweightY 6i which in guides 62, this arangement'being damage tothe arm 59 or lanyard.

The spring urges the segment infaclocltwise direction, as

provided to preventV Such damage could t t otherwise result upon continued" downward movement' Y of the part of theV lanyard that is at the car after the arm Y $9 has moved to its lowermostY po` i Y t The releasable locking'device 52- coinprises a toothedVV segment 63, an abutment plate @d and a leaf spring 65.

viewed in FigureV 7. rrrl`heV lanyard 52d Vpasses through of the pivot shaft 63 on which the sector is pivot-ed;

wherebya clockwise Vmovement of the segment tends tog pressithe lanyard Yagainst the abu ent plate/64.Y YrThe arrangement is such that, when thetvlanyard is moving upwardly in relation to therlocking.. device as shown in Figure 7, and is .engaged yby thettoothed segrnent',I

it will tend to rotate this segment further in the clock# wise direction, thus compressingfand holding the lanyaidV between `the serrations 53a and the abutment plate'. 64. A handle @gis lixed to the segment 63 so that the releasableloclring device Vmay betmanually operated byy the 'occupants' of the car if desired.

The line 76 is attached at one end to the segment 63 at an eye 7E and atcthe other end to the stop member 53, and passes over an idler pulley 72V carried bythe car body l. The Weight of the member 53 is suicient t to overcome the force of the spring 65, so that the line 74) normally holds the segment 63 out of Contact with. the lanyard. Moreover, the stop member 53 Vis pret-` erably buoyant to oat on water.

Asis shown in Figure 8, the bottom Si of the by and rotatable in relation to the barrel 33, carries the take-up drum 5S. A spiralspring 73 is connected at one end thereof to the barrel e5 and 'atjthe other end to the hub ofthe drum 53,1 The tensions of the. springs 6G and '73 and Ythe masstof the weight 6d are so related to eachother that the various components have sube A stantially the relative positions showntin Figure duringv the normal movement of thecar; thetarm'59` is shown its raised position.

As the car descends, the free ,or slack portion yof the.. lanyard 59a unwinds from the spring-controlled drumv. 53 and passes upwardly in relation `to ,the car, through.

the releasable locking device 52V.v Conversely, when `the caririses, the stated portion of theglanyardtis wound upon the drum 53 by the action of the spring 73.

`"i/hen'the car descends and approaches anobstruction, the stop'member 53 contacts,rfor example, the surface of Y' the quayside l (Figure 5 )wvhile the car is Ystill above it and thereby releases the tension in theline79, Whereupon the spring acts uponthe segment 63 to swing it into Contact with the lanyardi and loclclthe latter. against i the abutment plate Continued descent of the car thencauses the lanyard to draw the pulley 56k downwards i and to rotate the Yarm 59 and operate the cut-olqdeviceY to stop the winch,Y apply the brake andthereby stopthe car. Since the stopV member 53 is sui'iciently buoyantVV to iloat on water, the action described above willfoccur also when the'rstop.member'encounters Aa water surface.

rhe lanyard can be releasedor locked, as desired by operation of the handle VV69.

By way'of examplathe spring A65` maybe such end exertsv a force of 2 pounds against the segment'63 and the weight ofthe stop member 52 may thenrbe about 31/2 pounds, t

I claim'as my invention: An overside Yship elevator adapted mounted within saidside members for Yslideable movement, Van upper chassis traverse vbeam connectingsaidH rods Yattheir upper'ends, running wheels attached tothe endsY of said upper and'lower traverse beams, Vanelevator body connected to said chassistrnembers on` the outboard side thereoivandrmovable outwardlyfrom lsaid chassis members, a variablejlengthY articulatedbeam intercom-rnecting said elevator/body and said chassis memberrs'to i.Y maintainsaid elevator body at a variable distance deter' mined by the effective length of saidrarticulatedubeam,

primary suspension cables Ysupportingtsaid'elevator body, f a rotatable cable actuated drive means attached to said' elevator body' and engageable with said Vprimary suspencar body has a plurality of Vdependent studs Ytby which'isl sup- Y ported' a stationary barrel 3. I A spindle 84 carried Y n toV be supported by 77 suspensionca'ble means including inclined primary sus-` pension lcablestand a secondary suspensionjcable anti adapted to Vrun on a ships `side without guides-'conn prising; two' verticaljiaterally spaced tubular chassis side tmembers, Ya lower chassis traverse beam rigidlyV attached Y 'to said'tside :members at their' lower ends, apair of rods sion cables for rotation thereby upon vertical movement 786,641 Grossmann Apr. 4, 1905 of the elevator body, mechanism for increasing and de- 793,355 De Brouwer June 27, 1905 creasing the effective length of said articulated beam upon 1,131,411 Nelson Mar. 9. 1915 rotation of said cable actuated drive means, and a second- 1,172,675 Couture Feb. 22, 1916 ary suspension cable attached to said upper chassis trav- 5 2,479,321 Dana et al Aug. 16, 1949 erse beam.

FORETGN PATENTS References Cited in the le of this patent 364,230 Germany Nov 21 1922 UNITED STATES PATENTS 268,549 Italy Oct. 21, 1929 367,450 Senio, 52,1887 1 507,028 Belgium Nov. 30, 1951 

